Suction operated device for spark control



Sept. 24, 1935. A. s. BAKER 2,015,374

SUCTION OPERATED DEVICE FOR SPARK CONTRbL I Filed March 17, 1952 I v 1n venl0r f we S Bake Patented Sept. 24,

UNITED. STATES PATENT OFFICE SUCTION OPERATED DEVICE FOR SPARK CONTROL Avery S. Baker, Monaca, Pa.

Application March 17, 1932, Serial No. 599,555

1 Claim. (01. 6062.6)

The present invention relates to a suction operated device for controlling the spark of internal combustion engines, particularly automobile engines and has for its primary object to 5 provide, in a manner as hereinafter set forth, a

device of this character which is connected to the intake manifold of the engine for actuation thereby for causing the spark to be advanced or retarded as the speed of the engine increases or decreases respectively.

Another very important object of the invention is to provide a suction operated device for spark control of the aforementioned character embodying novel adjustable means for providing an auxiliary supply of air directly to the intake manifold of the engine from the atmosphere for economizing in fuel and materially increasing the efficiency of the engine.

Still another important object'of the invention is to provide a suction operated spark control device embodying a novel construction, combination and arrangement of parts, through the medium of which the device may be expeditiously adjusted as desired.

Other objects of the invention are to provide a suction operated device for spark control of the character described which will be simple in construction, strong,. durable, efficient and reliable in operation, and which may be manufactured and installed at low cost.

All of the foregoing and still further objects and advantages of the invention will become apparent from a study of the following specification, taken in connection with the accompanying drawing wherein like characters of reference designate corresponding parts throughout the several views and wherein:

Figure 1 is a view, principally in vertical section, of the invention.

Figure 2 is a detail view in perspective of the supporting bracket.

Referring to the drawing in detail, it will be seen that the reference numeral I designates a portion of an internal combustion engine having an exhaust manifold 2 and an intake manifold 3 connected thereto. 7

Secured on the head of the engine by one of the head bolts is an angular bracket 5 having an upstanding leg provided with a longitudinal slot 6 in which a casing I is secured for vertical adjustment through the medium of a nut 8, a washer 9 being interposed between said nut and the bracket. A diaphragm I is operatively mounted in the casing 1. i

A sleeve II is threaded for adjustment into one end of the casing l and is secured in adjusted position by a nut l2 engageable with said casing. On its outer end, sleeve H is provided with'a head it to facilitate adjusting said sleeve.

A red M is slidably mounted in the casing 1, said rod passing through the diaphragm l0 and being fixed thereto by the nuts l5. One end portion of the rod M is slidably mounted in the sleeve H. A coil spring 16 encircles the rod l4 and has one end engaged with the adjacent nut 10 E5 for yieldingly urging the rod M in one direction.

A stop screw H is threaded into the outer end portion of the sleeve H for limiting the movement of the rod M in the opposite direction, said stop screw ll, of course, being adjustable. A washer i8 is interposed between the outer end of the spring is and the inner end of the sleeve M. It will thus be seen that sleeve it provides means for regulating the tension of the spring I6.

One end portion of the casing 1 is formed to provide an annular chamber I9 having communication with said casing on the side of the diaphragm it on which the spring I6 is located.

A threaded passage 35 extends radially from the chamber l9 and has mounted for adjustment therein a valve plug 2| having an angular air passage 22 therein providing communication between the chamber l9, and consequently the easing 1, and the atmosphere. A pipe 23 has one end connected to the intake manifold 3 and its outer end connected to the casing l in communication with the annular chamber l9. A connection 24 for a conventional suction type windshield wiper is provided in the pipe 23.

On the side of the diaphragm In which is remote from the spring it, the casing i is provided with an air vent 25. The distributor arm 26 is operatively connected to the outer end of the rod I4 by a suitable ball and socket joint 21, as illustrated to advantage in Figure 1 of the draw- The end of the casing l which is adjacent the supporting bracket 5 has formed thereon a threaded, shouldered shank 28 which projects through the slot 6 and upon which the nut 8 is threaded. The shoulder is designated by the reference numeral 29 and is engageable with the side of the bracket 5 which is remote from the nut 8. The rod l4 extends slidably through the shank 28. As will be seen, the casing 1 is in complemental sections 36 and 3|, said sections being provided with flanges having registering openings therein for the passage of the coupling bolts 32. The marginal portion of the diaphragm In is clamped between the flanges, said flanges being designated by the reference numeral 33. The bolts 32 pass through the marginal portion of the diaphragm I 0.

In operation, suction is created in the casing l on one side of the diaphragm H], the side containing spring l6, to actuate said diaphragm and the rod I 4 in one direction and when this occurs, the spark of the engine is retarded. Of course, as the speed of the engine increases, with load unchanged, the degree of vacuum in the casing 1 on said one side of the diaphragm H] decreases. Likewise, as the load on the engine is increased, with throttle valve setting unchanged, the degree of vacuum in the casing l on said one side of the diaphragm again decreases. The decrease in intake manifold vacuum allows the spring Hi to actuate the rod M in the opposite direction, that is, to the advanced spark position. The stop screw 11 limits the sliding movement of the rod I4 toward spark retarding position. As previously stated, the sleeve I l provides means for regulating the tension of the coil spring l5. An auxiliary supply of air passes from the atmos phere to the intake manifold 3 through the valve plug 2| and annular chamber IQ of the casing I and through the pipe 23.

It is believed that the many advantages of a spark control device constructed in accordance with the present invention will be readily understood, and although the preferred embodiment of the invention is as illustrated and described, it

is to be understood that changes in the details of construction and combination and arrangement of parts may be resorted to which will fall within the scope of the invention as claimed.

Having thus described my invention, what I claim as new is:

The combination of a casing, a source of suction, a diaphragm mounted in the casing, a sleeve threadably mounted in one end of the casing for adjustment toward and away from the diaphragm, a rod fixed, at an intermediate point, in the diaphragm and having one end portion slidably engaged in the sleeve, said rod extending slidably through the other end of the casing, means operatively connecting the rod to a device to be actuated, a spring encircling the rod and having one end engaged With the sleeve and its other end engaged with the diaphragm for actuating said diaphragm in one direction, said one end of the casing having an annular chamber therein concentric with the sleeve and communicating with said casing, a conduit connecting the chamber with the source of suction for actuating the diaphragm in the opposite direction by suction, an adjustable stop screw threadably mounted in the sleeve and engageable with the rod for limiting movement of the diaphragm in said opposite direction, and valve controlled means establishing communication between the annular chamber and the atmosphere.

AVERY S. BAKER. 

